Railway-switch.



No. 818,378. PATENTED APR. 17, 1906.

W. W. HOFFMAN & P. w. POWERS. RAILWAY SWITCH.

APPLICATION FILED JUNE 29, 1905 4 SHEETS-SHEET l.

.lllllllllllnnumh... i L 43 4 No; 818,378. PATEN-TEDAPRJV; 190s.

w.-W. HOFFMAN & P. w. POWERS.

RAILWAY SWITCH. APPLIOATION FILED JUNE 29, 1 9o5.

4 SHEETS-BHBBT 24 l/mtmeaoao 10.818378, I I PATENTED APR. -l'7, 1906.

w. W. HOFFMAN 6; P. w. POWERS.

RAILWAY SWITCH.

APPL'IGAIION IILEDJUNE 29, 1905.

4 SHEETS-SHEET 4v MR-mamas PATIENT orrrcn.

Winniarr"norFivr NfoirLA FAYETTE, ND FRANCIS WJ-PoWERaoF LAFAYETTE, INDIANA, lissienoas 'ro ELncTRrc a s EAMR sU rLr co; orLAr E rrn; INDIANA. i a

;faA rwAYeswrrc No.1e1s';37e; ,1

To all whom it may concern:

Be it known that we, WILLIAM W. HOFF- MAmresiding' at LaF'ayette, and FRANCIS W. POWERS," residing at West Lafayette, in the county-of Ti pecanoe,State of Indiana,citizone of the nitedStates, have invented certain new I useful Improvements in Rail- Way-Switches; and we do hereby declare the following to be a full, clear, and exact description ofthe invention, such as will enable others skilled"in the art to whichit appertains tomake and use the same.

This invention relates to railway-switches, particularly'of that type wherein the switchpoints maybe automatically thrown by the moving train or operated by a local or distant station.

The inventionisparticularly designed as an improvement on the constructions illustrated and described in our former United States patents, Nos. 664,750, granted December 25,1900, and 698,952, granted April 29, 1902.

Primarily the broad object of the invention consists in continuing the broken rails of the main track and siding and reducing their ends in such manner that a switch-point of short len thmay befemployed, the switchpoint un er the present invention being also adapted to be bodily raised and lowered in contradistinctio'n tothe construction of our formr'patents,wherein the switch-points are ivotal connection with their respective rai s.

Another object of the invention is to provide automaticrneans, preferably operated by thecsir-wh'eehfiarige, to properly set the switch to prevent the amming of wheels betweenthe switch-points and rails ing of a train fromE-thesiding to the main track'jifthe switchis set for the main track,- or in the same direction of movement on the main track should siding-f 1 i Other'objects and advantages reside in the details'of construction of various parts operatively combined in the perfection of the a'p+ 'pliance, thepai'ticularfeatures of novelty of which will appear in-tli'e following description anr'l will bemore succinctly specified 1n theclaimsr' 1 I To.more' fully understand the invent it; n

reference' is had :to' the accompanying draw Specification Letters Patent. i i Application filed June.29,1905. Serial No. 267,635.

being shown in dotted lines.

in the movhe switch be set for the r I -to be contacted by the flange of the car-w and which will be hereinafter termed the flange-plate.

lar ly means for limiting t view, being Patented April 17, 1906.

ings, illustrating an application of the same, in which like letters designate the same parts in the several views, and in which Figure 1 represents a plan view of a railway-switch constructed according to our invention, the sembled position with the main track clear or op en. Fig. '1 is a local'plan view of one 'of the switch-points associated with. the cut away or recessed end of one of thebroken rails, a portion only'of the broken rail being illustrated. Fig.1 is a cross-section throu h the cut-away end of one o'f'said broken rails,

parts being shown in their as showingthe wedge-shaped tread portion and I its adjacent recessed portion. tail fragmentary view, in showing a locking device for the o cratin rod whereby the switch-points wil be held locked in their full open or closed position. Fig. 3 is a transverse section on the llne 3 3 of Fig. 1 looking in the direction of the arrows, the position of the switch-points, as in Fig. 1, being set in position for maintaining the main track open; Fig. 4 is a detail view, in side elevation, of one of the switchpoints and its operating mechanism, the switchpoint being shown in its lowermost position and the position of the other switch-point Figs. 5, 6, and 7 are detail perspective views, respectively, of the. main operating-crank, the rockshafts, and the flange-operated crank. Fi 8 is a fragmentary perspective view of t e local hand operating mechanism- Fig. 9 is a fragmentary detail view, in side elevation, showing one of the contacting plates with the contacting device carried by the rolling-stock enside elevation,

gaging therewith. Fig. 10 is an enlarged detail view, inside elevation, showing the construction of the contacting device carried by the rolling-stock. Fig. 11 is a fragmentary detail view, in side elevation, showing one of the auxiliary pivoted plates ada te;l eel This view shows the operating-crank for the flange-plate an-tl particue upward movement of the plate. Fig. 12 is a fragmentary Fig. 2 is a de- I a cross-section of F ig. 11, show ing the position ofthe crank under the fiange-" plate.- 13-.is a'fraginentary view, in

cross section,

showing oneof. the switch tail view showing means connected with the main crank, tending to hold the said crank in its extreme position. Fig. is a plan view of a simplified construction ada tel for use as a hand-switch or in an interocking sys-' tem. Fig.16 is a fragmentar view, in site elevation, of a .portion of t e mechanism shown in Fi 15, the actual locking device in this. figure eing substantially the same as shown inFig; 2; anfl Fig. 17 is a diagrammatic view of the indicatmg mechanism and means for operating the switch from the distant station or office.

Referring more particularly-to Fig. 1, A desi nates the unbroken rail of the main trac a, the opposite rail bent outwardly, as at a, toform one of the rails A of the siding.

A designates the broken rail points, and A is the opposite rail of the siding, forming a continuation of the main rail A through the interposition of the other switchoint. p As shown in Figs. 1 and 15 the ends of the rails A and A are formed with beveled cutaway portions a a, the recess or cut-away portion, as clearly shown, being gradually widened as they approach the outer end of the rail, leaving the tread portions a a terminating in sharp vertical edges extending adjacent the movable switch-points. This construction is of particular importance, in-

' asmuch as by cutting away the outer end of the fixed rails A A as just described, when either of the switch-points is in its lowermost position (and the flanges of the wheels on that side of the track will therefore pass between the rails A A or A A as the case may be) provision is made byv this construction for the passage of the flanges of the wheels through the cut-away portion a or a thereby enabling the ends of the rails A A to be brought much closer to the main rails than heretofore, and consequently requiring a switch-point of much shorter length.

Referring particularly to Figs. 1, 3, 4, 13, and 15, and particularly Figs. 1 and 3, B and B designate switch-points provided with the cut-away portions b, which cut-away portions form horizontal faces gradually decreasing in width from the forward to the rear end of the switcl1-points, the rear portion of the horizontal surface gradually,

merging into the solid rear end of the switchpoints and the forward tread portions b of the switch-points gradually tapering outwardly and terminating in vertical knife edges. In this construction the lower portion of the switch-points is of uniform thickness throughout its length, only the tread 1 portions.

of the main 1 track, forming a continuation of the rail a. through the interposition of one of the switchl mechanism, which points are concerned the switch-point oper-' ates as heretofore. As stated, these switchpoints B and B have no pivotal connections, but are bodily operative in vertical planes, the operating means being so constructed and associated with the switch-points as to elevate one while the other is being lowered, guards being provided for guiding the switchpoints in their vertical movement, as also means to limit the upward movement of the switch-points, and to insure the positive depression of the opposite switch-point when one is elevated. consist of the plates 6 Fig. cent the web of the rails 6 nating flanged plates having vertical webs spaced from the rails and forming ,the inside guide-plates for the points, Figs. 1, 3, and 15.

' As shown, these guard-plates are of simple construction; but the outer guard b is preferably of a construction to have a transverse face disposed adjacent the end of the switchpoint to prevent its longitudinal displacement, it being understood, however, that any other suitable means may be provided for accomplishing this end.

The means for limiting the upward movement of the switch points is most clearly illustrated in Figs. 4 and 13 and consists of a plurality of depending members having trans- I verse extensions 1) adapted to engage beneath the flange of the rail, it being seen in Fig. 4 that these hooks are disposed between ties. Also, as shown in Fig. '4, these extensions b have beveled or sloping sides to prevent any obstructing matter being deposited thereon.

b, Fig. 4, represents a plurality of depending members carried by the switch-points and having hooked extensions disposed longitudinally of the point, forming a means for positively operating thelpoints downwardly, as hereinafter described. These depending hooks may also be beveled off to formaknifeedge to prevent deposits thereon. While these hooks, as shown in Fig. 4, are disposed rear wardly, it will be understood that on. the op,- posite switch-point the hooks are disposed m the opposite direction to be engaged by oper ating-lugs on the opposite end of the rockshafts, all as hereinafter described... 7

As shown in Figs. 3 and 4, the cross-ties portions. of operating are cut away to receive will now be described. disposed in these cut-away Each rock-shaft, as shown in j de- Rock-shafts C are These guards or guides may 3, disposed adja b, and b desig too tail in Fig. 6, is provided with the lugs c c, disposed at right anglesto each other on the shaft, the shaft being alsoprovided with a crank C These shafts are journale'd in suitable saddles D, bolted to the ties, with the lugs c dis osed beneath the respective switchpoints B. There are a plurality of these rock-shafts, preferably one for each tie beneath the switch-point, three being illus' trated in the drawings. The saddles are preferably provided with gripping flanges d, adapted to engage the flange of the rail, it being seen i'nFig. 3 that the upper portion of the saddle forms'a support for the flange of the rail. These saddles are also provided with the inwardly-extending portions d, the side walls of-which are beveled, as shown in Fig. 4, to prevent deposits thereon, the upper face of these extensions 61 forming a further bearing for the rock-shaft.

Referring to Figs. 1 and 9, E represents a pair of contact-plates pivoted at 6 between suitable angle-plates E, which in turn are disposed parallel with the track and are suitably bolted to the cross-ties. As shown in Fig. 9, these contact-plates E have oppositely-inclined top edges 6 6 and a downwatdlyprojecting lug 6 These contactplates are adapted to be forced downwardly against heavy springs e in brackets e suitably boltedto the angle-plates E, so that the plates E cannot ordinarily be pressed down by a person without the aid of powerful mechanical means. plates preferably is disposed between ties,

' and between these ties is mounted a crankshaft F, Figs. 1, 5, and 9,,which crank-shaft is journaled in suitable bearings F, suspend.

ed between the ties, and is provided with the cams f f operative, respectively, beneath the lugs e of the contact-plates E. This crankshaft projects at its outer end beyond the main rail A and is provided'with a crank: arm F having diametrically-opposed crankpins f WVhen the switch is intended to be solely operated automatically by the moving train, the lower crank-pin f may be dispensed with, as shown in Fig. 9, but is preferablyv provided, as shown in the remaining figures, in order to form aconnecting means for one of the cables to the oflice or distant station when the switch is designed to be operated therefrom, it-also being understood that, if desired, the contact-plates E and their connections with the crank-arm F may be dispensed with when it is'not designed to operate the switch automatically by the train, as shown in Figs. 16 and 17 where the switch throwing' mechanism is controlled from a distant station, Fig. 17 and a local hand-operated switch, Fig. 16.

Referring to Figs. 1, 7, 11, and 12, G (see in detail Fig. 7) designates a crank-bar having the 'carn-faces g g atop osite ends thereof, \Vhile in the drawings t ese cams g g and The free end of the contaotalso the cams f f of the crank-shaft G are shown. as being diametrically opposed on their respective shafts it will be obvious that they may be disposed at a lesser angle, provided the angle does not approximate closely a right angle. Thus the cam-faces always lie to one side of their axis in proper leverage relation to the operating-plates. This crankbar (If is journaled in suitable bearings G, suspended between the cross-ties,and extends from the track A transversely beyond the main track A and ispfovided at its projecting end with a crank G disposed in aline ment with any one of the cranks C, carried by one of the rock-shafts C, the crank-pin of the crank C of the particular rock-shaft being elongated for this purpose, and in the drawin s we have illustrated the elongated crank-shaft as being a central one, as shown in Fig. 15 Disposed on the inside faces of the rails A and Av are a pair of flange-plates H H. (See Figs. 1, 11 and 12.) These flangeplates H H, as shown most clearly in Fig. 11, are pivotally supported at one end, as at h, and are provided at their other end with a shoulder h, adapted to operate beneath angle-bars h for limiting their upward movement. These plates at their'free endare supported, respectively, by the cam-surfaces g and g, the upper edge of the plates being adapted to be engaged by the flanges of the wheels onone side ofthecar, depending upon whether the train is'jrunning on the main track or siding. The cranks of the rockshafts C are connected in series by the connecting-rod G I designa'tinga connectingrod coupling the crank-shaft G, the series of rock-shafts C, andthe -crank-shaft F, being secured to this latterby the pin f As shown in Figs. 1, 8, and 17, this rod I is provided with the slotted portion I, receive an operating-arm, InFigs. 2 and 16 is s own in detaila locking means for switchpoints locked when they are in their full open or closed position; To this end the rod is provided withthe enlarged portion I having a slot 1 adapted to receive the crankpin on one of cranks C. A chair or cradle J is provided, on which is pivotally supported a pair of upright latches 1', having enlarged ends j adapted to'lengage the lugs 01 i on the bar I adjacent each end. of the slot 1. In-

terposed between these-latches 7' is a spring j .tending to pull them together, and theirmward movement is limited by suitable lugs 1. When in the position shown in Fi s'. 2 and 16,

adapted to this rod I for holding the i it will be obvious that theswitc points are the rod will commence to turn the cranks in their hearing and shift the switch-points untheir reversed positions.

til the lugs '2, will become engaged by the opposite hook y" and the parts again locked in la designates a rod connecting one of the crank-shafts to a semaphore. or target K, one end of the rod being connected to a-crank-arm on the semaphore and the other end to a crank on a rod 7c,

' forming an extension of one of the tread rockshafts C.v (See Fig. l.) In Fig. '8 is illustrated a hand-operated mechanism for throwing the switches, which i may beused by itself or in connection with the automatic and distant-station-opcrating mechanism, the same structure being also shown in Fig. '1. L represents a shaft journaled. in brackets Z, suspended between the ties, one end of vthe shaft being provided with an arm Z, operating in the slot I, and the other end of the shaft being provided with'an o erating-handle 1 operating in a slotted p ate l which slotted plate is provided with the rod I, it is desirab tending to hold the rod I against reci roca- 'tion. f A similar means for accomp isbing a hinged plate 1, provided with a cut-away portion 1 disposed centrally of the slot 1 in the plate 1 so that when the plate Z is swung over to the closed positionand the handle Z being in the osition shown'in Fig. 8, with the anal out of enga ement with the arm I, the

" cut-away portion 5 will fit around the handle '1 and lock the same against movement, suitable locking means being provided for the plate, illustrated in the drawings by an aperture 1 adapted to fit over a staple Z through which a padlock may be passed. The parts are shown in their unlocked position in Fig. 8

andin their locked position in Fig. 1.

.In addition to the locking means shown in 2 forholding the various shafts in alocked posit-iondependent upon the reciprocation of e to also provide means this end is shown in Fig. 14, wherein a strong springM, suitably secured'at one end. and tensloned at its other end to spring downwardly,

engages a pin f on the-inside of the crankai'm F above its pivotal axis, so that when the pin f 4 rests on either side of a vertical plane disposed in the axis F the tendency of the spring will be to force the crank F to its ex tremeposition andnormally hold the rod I against reciprocation.

- ive casing. for these cables.

therein.

bles being connected to a central pivoted arm 7, carrying a pointer 8. The end of this pointer operates adjacent a segmental plate .9 and indicates the position of the switch thereon, a second segmental plate 10 being arranged in the path of travel of the pointer 8, which latter has a contact-point engaging the plate 10, the plate 1.0 and the ointer forming'a means for closing an electric circuit having a bell therein, from whichit will be obvious that the bell will ring during the operation of throwing the switch"and unless the switchpoints are completelythrown will continue to ring and give warning. 11' shows diagram- .matically a lever for operating the cables,

and consequently the switch-points.

In Fig. 10 is shown a contact device, preferably mounted on the engine. 12 is a collar revolubly on the axle, and diametrically opposed on this collar are the lugs 13 13 and the arm 14, it being understood that the lugs 13 13 are arranged out of alinement, the arm 14 being connected with a lever in the cab. 15. 15 are a p air'of arms ivotally connected at their forward end tot e frame of the engine and at their free ends comprising casings 16 16*, having the rollers 17 17 journaled Springs 18, interposed between these arms and the frame of the engine, normally tend to elevate them. It will be also understood that the wheels 17 17 are adapted to be brought in contact with the pivoted contact-plates E. By this construction it will be seen that the contact-rollers are-operatively engaged by positive means supported.

' at a fixed .height with reference to the carwheels, as contradistinguished from other forms of tripping devices which are carried by the car proper or trucks, and hence do not maintain a uniform height relatively to the car-wheels, owing to the interposition of the usual spring connections between the axles and trucks.

The general operation will be obvious from the foregoing description; but it may be briefly referred to as follows: In the position shown in Fig. 1, the switch being set for the main track, the parts are securely held in position by the locking means heretofore described, the switch-ppint B being elevated and the switch-point depressed, the wheels .on the left side of the car being guided by the beveled portion 6 on the main rail A and the flanges of the wheels on the right-hand side of the. car will pass over the cut-away portion a this construction, as heretofore stated, allowing the end of the rail A to be brought closer to the main rail A, obviating the necessity of a long switch-point.

It will be understood that the flange-plates on the opposite sides of the track operate in synchronism with the switch-points, so that,

sent past the switch in a direction opposite eled on their tread.

to that just described. In such a case with the parts set for the siding it is obvious that the car-wheel flanges would bind between the main rail A andthe switch-point B. However, the flange-plate H being elevated, the flanges of the car-wheels will strike'this plate, which in turn will engage the cam-face g, rocking the crank G,which, through the connecting-rod I, will operatethe rock-shafts C, the 111 s c on the rock-shaft engaging the hooks Fig. 4, which will positively operate the switch-point B downwardly, the switch- Eoint B being simultaneously forced upwardly y the lugs c. It might also be observed that in order to further protect the switchpoints when in their elevated position the parts might be so arranged that the tread of the switch-point will be a little, lower than its adjacent unbroken rail, so that the weight of the train will be supported by the unbroken rail-until the wheels have advanced a considerable distance beyond the pointed end of the switch int, or the pointed ends of the switch-poin ight be slightly bev- 'rface, so that the points oniy would be below the tread-surface of the .unbroken rails,with the tread-surfaces of the rear portion of the switch-points lying flush therewith, this to prevent any jarring when the wheels leave the unbroken rail.

While the foregoing illustrates an application of our improvements, it will be understood that we do not limit ourselves to the exact details as shown and described, it being obvious that various changes might be made without departing from the spirit of the invention.

What we claim is- 1. In a railway-switch, the combination with movable switch-points, and means for operating the same, of abroken main rail and a broken siding-rail terminating adjacent the rear ends of said switch-points and having the tread portions of their ends cut away to form a recess for the reception of the flange of a car-wheel.

2. In a railway-switch, the combination with movable switch-points, and means for operating the same, of a broken main rail and a broken siding-rail terminating adjacent the rear ends of said switch-points and having the tread portions of their ends cut away forming a recessed horizontal face and a vertical wedge-shaped tread.

3. In a railway-switch, the combination with the main track and siding rails, of a pair of adjacent switch-points, and means for bodily elevating one of said switch-points and simultaneously lowering the other, the base of said switch-points being of the same thickness throughout their lengths, and the forward tread-surface'of said switchoints being cut away to form a recessed orizontal face and a vertical wedge-shaped tread.

4, In a railway-switch, the combination with the main track and siding rails, of a pair of switch-points adjacent thereto, means for bodily elevating one of said switch-points and simultaneouslylowering the other, and means for limiting the upward movement of said switch-points, comprising stops carried by same.

5. In a railway-switch, the combination with the main trackand siding rails, of a pair of switch-points adjacent thereto, means for bodily elevating one of said switch-points and simultaneously loweringthe other, and means for limiting the upward movement of said switch-points, comprising transverselydisposed hooks depending from the switchpoints and adapted to engage beneaththe rails.

6. In a railway-switch, the combination with unbroken main rails one of said main rails branching off into' a siding rail,.a broken main-rail section and 'sidin rail terminating immediately alongside 0% said first-mentioned rails and havin their tread-surfaces cut away to form a wec ge-shaped tread with a recess adjacent sald first-mentioned rails to receive the flange of the wheels, of a pair of switch-points disconnected from and having their rear ends terminating adjacent said recessed ends of said broken'mainand siding rails, said switch-points cut away at their forward ends to form a recess and a wedgeshaped tread, and means for bodily elevating one of said switch-points and simultaneously lowering the other.

7. In a railway-switch, the combination with a pair of switch-points disconnected from the rails, and means for bodily elevating one of said switch-points and simultaneously lowering the other, of flange-plateslocatedadjacent the inside face of one of the main track-rails and siding-rails, said flange-plates being so connected as to operate simultaneously in reverse vertical directions, and means connecting said flange -plates with said switch points to throw said switchpoints, substantially as described.

8. In a railway-switch, the combination with the main and siding rails and suitable switch-points, with means for operating the same, of flange-plates pivoted at one end to the inside face of one of said main rails and movement of said flange-plates.

9. In a railway-switch, the combination with the main and siding rails and suitable switch-points, with means for operating the same, of flange-plates pivoted at one end to the inside face of one of said main rails and sidin -rails, and having their upper edges dispose in the plane of travel of the car-wheel ange, means connecting said flange-plates to simultaneously operate said plates reversely in vertical planes, means connecting said plates to said switch-points to throw the latter, and means for limiting the upward movement of said flange-plates, comprising angle-rods disposed in the path of travel of said plates and adapted to engage same at a predetermined point of their upward movement.

v 10. In a railway-switch, the combination with suitable switch-points and means for throwing same, comprising an operating crank-shaft having a crank thereon, contact plates adapted to be engaged by a' moving car and operate said crank-shaft, a reciprocating rod operatively connecting said crank and switch points, and means for holding said crank a treme positions comprising a lug carried by said crank and a spring member having its free end engaging above said lug.

nd reciprocating-rod in their 'eX- 11. In an automatic railway-switch having switch-points, contact-plates and operaing switch-poin,ts, Contact-plates and opera--' tive connections therebetween, the combination of contacting means carried by the rolling-stock, comprising a pair of pivoted arms having contact -rollers j ournaled thereon, a collar or wrist adapted to be revolubly mounted on the axle of the car, angularlydisposed lugs carried by said collar, I and means for oscillating said collar or wrist, substantially as described.

13. In a railway-switch, the'combination with the crossties having their upper face longitudinally recessed, saddles in said recessed portion and having top faces flush with top faces of the ties to solidly support the unbroken rails of the track, switch-poin s, and operating-shafts for said switch-points extending longitudinally within said recessed portions.

In testimony whereof we affix our signatures in presence of two witnesses.

WILLIAM W. HOFFMAN. FRANCIS W. POWERS. Witnesses:

JOSEPH S. HANSON, DAVID BRYAN.

into operative engagement I 

